Joel Helmes reviews the hybrid Prius C. After a run of somewhat disappointing drives in recent months it was refreshing to spend a week with a car that really ticks all the boxes.   Well, actually that should be almost all the boxes.   The only thing that’s disappointing with the Prius C is the price tag.   The Prius C range comes in two different specification levels and starts at $23,990, I had the i-Tech version which will set you back from $26,990.   Under the bonnet is a combined four-cylinder petrol engine and hybrid drive system that together delivers a total of 54kW and 111Nm.   Sure, the Prius C isn’t a racing car but it does have adequate responsiveness to get about alright, things are definitely more exciting in normal mode rather than “Eco”.   Matched with a smooth CVT transmission, brilliant steering, surprisingly good ride, great brakes (even though the rear is drum not disc), agile handling and a quiet cabin the Prius C is actually quite an enjoyable car to drive.   The fuel economy also adds to the joy – the Prius C uses just a combined 3.9L/100!   In the i-Tech configuration you pick up plenty of standard features including a reversing camera, satellite navigation, 15”alloys, power windows and mirrors, cruise control, key-less entry, push button start/stop, leather steering wheel and “leather like” seats.   Those seats are also surprisingly roomy and comfortable with a generous seat base making life more comfortable for taller drivers, those looking for a little more room will also be happy with the headroom in the Prius C and legroom front and back is surprisingly good as well.   The boot is also bigger than you might expect.   A feature that I like in the Prius range are the “hover” buttons on the steering wheel – you just brush your finger across them and the buttons function comes up on the centre display screen, clever.   Speaking of that centre display screen the graphics look absolutely brilliant, the only thing I would say is perhaps it’s just a touch too busy.   The cabin of the Prius C is extremely well laid out with generously sized storage areas and a feeling of quality throughout.   Most satisfying for me was the air-conditioning which remains cold when the Prius C is stationary and the petrol engine is switched off (some hybrids don’t perform anywhere near as well when running on battery).   On the safety front the Prius C is yet to be ANCAP tested.   Summing it up – the Prius C was a very pleasing drive, it’s one of those cars that just does its job, no fuss or bother.   If I were you however I would compare it to the equally as impressive Toyota Yaris. The Yaris isn’t a hybrid and therefore does use more fuel, but with a big initial price difference it may be a better alternative for drivers not doing big kilometres.   Overall however the Prius C has again proven the point that no one knows how to build a small car like Toyota.   www.behindthewheel.com.au

Joel Helmes reviews the top of the range Outlander Aspire. If you want to know why the large sedan market in Australia has shrunk so drastically in recent years, you need only look at the Mitsubishi Outlander.   For families, especially those with two or more children, the adaptability and versatility of these SUV/people mover type vehicles can’t be beat.   But be warned, two of the best features in the Outlander do come at a cost. These are the 2.2 litre turbo diesel engine and the third row of seats.   The Outlander range starts from $28,990 and that gets you an LS Outlander with a petrol engine, front-wheel drive and only five seats.   The seven seats starts in the all-wheel drive petrol version of the LS, which in its cheapest form will set you back from $38,990.   I had the top of the range Aspire which is powered the by the very impressive 2.2 litre turbo diesel engine, the added seating capacity and a price tag from $45,490.   The best place to start is with the diesel engine which, while being a little noisy, is an otherwise very impressive power plant.   Boasting 110kW and 360Nm the engine is a touch sluggish down low but provides very good acceleration and low down grunt when being pushed along.   Best of all the fuel economy is excellent – a combined 5.8L/100!   Sadly however the engine is let down by the very poor Mitsubishi CVT transmission which has again displayed a harsh and lackluster power delivery. Aside from that the Outlander drives along pretty well. The steering is direct and reasonably light for an SUV, the ride is good without being great and the brakes feel reassuring.   From the driver’s seat visibility is very good and this is aided by generously sized wing-mirrors and a reversing camera.   The cabin of the new Outlander is an improvement on the old model, in particular the look and feel of the materials and plastics used throughout are quite impressive. I also like the new dashboard design.   The leather seats are firm, and could do with a little more length in the base. Headroom is excellent, legroom up front and in the back gets a tick mark; though don’t expect adults to be overly comfortable if asked to travel in the third row.   Disappointingly there are no rear air-conditioning vents and the Mud and Snow rated tyres fitted to the Aspires 18” alloys produce a lot of noise in the cabin.   As you would expect when the third row of seats are folded down the cargo area is very generous.   The Outlander Aspire boasts plenty of standard features including keyless ignition, cruise control, heated front seats and an electrically adjustable driver’s seat.   My test vehicle also had the optional $5500 Premium Package, which includes an upgraded Rockford Fosgate stereo system with GPS, crash avoidance control and a powered tailgate. On the safety front the Outlander is yet to be ANCAP tested.   Summing it up, well generally speaking the Outlander provided a happy week of getting about. Once again however that CVT transmission is a let-down and with the manual transmission being only available in the base model petrol it is something I believe you should take into account. www.behindthewheel.com.au

Joel Helmes reviews the 2013 Lancer Evo. What can I say about the Evo that hasn’t been said a thousand times before?   Here is a vehicle that’s about as close as you can get to a race track ready car, while still being reasonably adaptable to regular roads and normal traffic conditions.   The Lancer Evolution is quite rightly considered a classic – even Subaru WRX fans would probably admit that! But in saying that I was just a little disappointed by, of all things, the Lancers performance.   The intercooled turbo 2.0L four-cylinder engine delivers 217kW and 366Nm; those figures to me suggest a great balance between acceleration and low-down grunt.   But around town, and below around 2750 rpm, the Evo feels of all things a bit sluggish.   Sure, bury your right foot and let the turbo get to work and it’s a different story, but often you just want that little bit more pep down low when negotiating around roundabouts etc. and I think some buyers would be disappointed by this hesitation.   Perhaps an extra gear would help in this regard?   In saying that the trade-off is extraordinary power and acceleration at speed, this is a car at home in a sweeping bend or banging up a mountain pass with the clock ticking and the turbo singing.   Fuel economy around town was reasonable at about 10.5L/100km; the official figure is a combined 10.1L/100km, so I actually did very well. Remember to factor in as well that the Evo only drinks 98 octane premium unleaded.   To match the grunt Mitsubishi has given the Evolution superb four spot brake calipers up front and two spot calipers on the rear; matched with larger discs the Evo has sensational stopping ability.   With all-wheel drive, rock-hard Bilstein sports suspension, super sharp steering and a wonderfully rigid feeling in the body of the Lancer, the Evolution delivers the whole package.   In fact the road holding ability of the Evo is almost unbelievable.   The sporty feel and nature continues across the body work with bonnet scoops, brake vents on the front guards, and of course that not so subtle rear spoiler.   Inside the cabin of the Lancer Evolution you will find a mixture of sports car and low-spec Lancer.   The heated Recaro seats are geared towards the race track more than comfort, if you weigh more than about 80kgs be warned – you simply won’t fit!   Comfort is also let down by the steering adjustment being tilt only, the Recaro seats also offer no height adjustment – in other words think “one size fits all”.   Despite the bare bones feeling  in the cabin of the Evo there are a feature creature comforts including satellite navigation, power windows and mirrors, key-less ignition, cruise control and a reversing camera.   As always the Lancer offers reasonable front and rear leg room, while cabin storage areas also aren’t huge.   The Evolution also loses boot space due to the battery and windshield washer bottle being located behind the rear passenger seat.   On the safety front the Lancer Evolution boasts a 5-star ANCAP rating.   Summing it up, well the chances are if you’re reading this review then you are a Lancer Evolution fan, you might even have one in your garage. I liked it to, but I might upset you just a little by saying that despite its many race tuned features and superb handling I think the near $66,000 price tag is about $20,000 too much. www.behindthewheel.com.au

New Mirage launched into buoyant light car market. Mitsubishi Motors Australia today handed us the keys to their new Mirage, a model they hope will help lift passenger car sales numbers for the brand.   While sales are growing steadily in their top-heavy line-up of SUV’s, the option of just the dated Lancer model has seen Mitsubishi car sales in Australia on the decline.   Enter the Thai built Mirage; a budget priced city car which Mitsubishi hopes will leave dealerships at a rate of more than 1000 units per month.   In particular Mitsubishi is targeting the Mirage at first time car buyers, and they expect most buyers will be young female city dwellers.   So what’s it like?   Well ranging from just under $13,000 up to $17,740, in many ways the Mirage lives up to the old adage that “you get what you pay for”, in saying that Mitsubishi has done well to give the Mirage a pretty good list of standard features.   Under the bonnet of the Mirage is a tiny 1.2L three cylinder engine delivering just 57kW and 100Nm.   I got the chance to drive both the five-speed manual and CVT automatic version and while the auto didn’t disgrace itself my preference would be the manual. With such a small engine the ability to manipulate the revs is a big advantage.   The little engine is a willing unit, and with the Mirage weighing in at just 865kgs you won’t have any trouble keeping up in traffic so long as you are willing to get it working.   If you do opt for the manual version be prepared for a sloppy transmission feel and a clutch that feels unlike any other I have ever come across. With a good couple of centimetres of free play, a tiny pick-up point and extremely light feel under foot, it sure is an experience.   The brake pedal is also very spongy with a good centimetre or two of nothing before the braking commences.   Another criticism from the driver’s seat is the steering, it’s extremely light, which in itself is Ok, but it’s as vague on centre as you could find.   Other observations from the driver’s seat include excessive road noise, high levels of wind noise at speed and a fair amount of body roll.   In saying all that the Mirage actually rides along a bit better than you might think and the turning circle (4.6m) is extremely good.   Other positives include reasonably good legroom front and back, respectable boot size, very good headroom and an attractive dashboard layout.   All models also get Bluetooth, Auxiliary and USB audio inputs, power mirrors, power windows (all windows), a basic trip computer and quite a nice leather steering wheel.   The LS spec models also come with key-less ignition, four-speaker stereo (ES has only two speakers) and climate control.   The Mirage interior, in all grades, reflects the bargain basement pricing with flat and cheap feeling seats, a mountain of hard plastic, no vanity mirrors in the sun visors and no centre arm-rest.   Storage areas in the cabin are also pretty small and the whole car has a light and flimsy kind of feeling, particularly the doors.   On the safety front the new Mitsubishi Mirage is currently undergoing ANCAP crash testing with a result expected next month, in saying that it does boast six air-bags, ABS, stability control and Electronic brake force distribution.   Summary I think buyers looking for a cut price new car from a well-known brand (i.e. not Chinese) will be attracted.   The Mirage is certainly not great, but compared to some of its bottom-end of the market competition it should find plenty of Australian buyers. www.behindthewheel.com.au

Joel Helmes reviews the Lexus RX 350 F Sport. The popular Lexus RX 350 range starts at $77,400 for what’s called the Luxury model and tops at $93,900 for the Sports Luxury.   Sitting right in the middle of the three grade line-up is the F Sport, which is priced from $85,400.   On first impression the RX range is starting to look a little dated. This is the third generation of the RX and despite some minor external tweaks it’s essentially the same on the outside as the second generation which dates back to 2003.   Despite this it’s a reasonably nice, generally non-offensive design that has attracted many buyers over the years.   You can certainly see on close inspection that the Japanese built Lexus is a nicely put together vehicle. Consistent panel gaps, a quality feel on external surfaces and a solid and well-built feeling is evident in the door handles, doors etc.   This quality feel continues into the cabin which, like the outside, is starting to look dated but is none the less still attractive.   One of the big highlights in the cabin is the seats which offer generously sized bases, plenty of support and a nice soft and comfortable feel.   The rear 60/40 split seat also folds down almost completely flat, giving plenty of space for long items.   Speaking of space, despite the F Sport boasting a sunroof as standard, headroom is generous.   The Lexus RX 350 is also quiet an easy vehicle to get into with large doors that open to a generous angle.   Overall the switches, controls and contact surfaces are all top-notch.   From the driver’s seat you have plenty of visibility with large wing-mirrors assisting with rear vision. The gauges are attractive and clear and the large centre display screen is easy to navigate around via the centre console mounted mouse.   Speaking of that centre console it sits up nice and high and this allows for a handy storage spot underneath.   Legroom front and back in the Lexus is quite good and generally the cabin storage areas are generously sized.   The F Sport also comes with a long list of standard features including adaptive cruise control, satellite navigation, reversing camera, electric tail-gate, key-less ignition and front DVD player.   A premium Mark Levinson Sound System is available for an extra $2500.   Under the bonnet the RX 350 range comes with just the one engine type – a 3.5L V6 petrol that delivers 204kW and 346Nm. With the standard six-speed sports automatic transmission the RX boasts excellent low speed acceleration and plenty of low down grunt as well.   The RX also allows you to switch between normal and sports modes and as you would expect the Lexus really gets along nicely when you move the transmission selector over to S.   The performance delivered by the big V6 does however come at the cost of fuel consumption with the official combined figure being 10.8L/100. I averaged about 12L/100 in the city and 8.5L/100 on the highway.   With 4×4 on demand the RX 350 boasts plenty of grip, though with a fair bit of body roll (from suspension tuned towards comfort) there is a tendency to under-steer in the corners, particularly in the wet.   Lexus vehicles generally always deliver excellent steering characteristics and the RX is no different.   The 55 series tyres on the 19” alloys on the F Sport do however make a negative impact on the ride with bumps and imperfections felt much more harshly than you might expect in a premium SUV like this.   The Lexus RX 350 is yet to be ANCAP tested but it does boast an extensive list of active and passive safety systems.   Summing it up, well there’s no doubt that Lexus knows how to make a quality vehicle and the RX 350 F Sport is another example of this.   It boasts plenty of standard features too.   Though in saying that the slightly dated styling, thirsty V6 engine and premium price tag do seriously let the RX 350 down. www.behindthewheel.com.au